Fluid pressure means for adjusting the valve gear for steam engines



1951 H. G. MUELLER 2,571.278

FLUID PRESSURE MEANS'F'OR ADJUSTING THE VALVE GEAR FOR STEAM ENGINES Filed July 11, 1947 '7 Sheets-Sheet l HQMueZZer 1951 H. G. MUELLER 2,571,278

FLUID PRESSURE MEANS FOR ADJUSTING THE VALVE GEAR FOR STEAM ENGINES Filed July 11, 1947 7 Sheets-Sheet 2 flMueZZer H. G. MUELLER FLUID PRESSURE MEANS FOR ADJUSTING THE Oct. 16, 1951 VALVE GEAR FOR STEAM ENGINES 7 Sheets-Sheet 3 Filed July 11, 1947 Oct. 16, 1951 H. G. MUELLER FLUID PRESSURE MEANS FOR ADJUSTING THE VALVE GEAR FOR STEAM ENGINES '7 Sheets-Sheet 4 Filed July 11, 1947 H. G. MUELLER FLUID PRESSURE MEANS FOR ADJUSTING THE VALVE GEAR FOR STEAM ENGINES Oct. 16, 195] 7 Sheets-Sheet 5 Filed July 11, 1947 H. G. MUELLER FLUID PRESSURE MEANS FOR ADJUSTING THE VALVE GEAR FOR STEAM ENGINES Oct. 16, 1951 7 Sheets-Sheet 6 Filed y 1, 1947 21 6 Zia H. G. MUELLER FLUID PRESSURE MEANS FOR ADJUSTING THE Oct. 16, 1951 VALVE GEAR FOR STEAM ENGINES 7 Sheets-Sheet 7 Filed July 11, 194? IIIIII I IIIIIIIIII l HGMueZZer Patented Oct. 16, 1951 FLUID PRESSURE MEANS FOR ADJUSTING THE VALVE GEAR FOR STEAM ENGINES Herman Gundert Mueller, Erie, Pa.

Application July 11, 1947, Serial No. 760,227

This invention relates to valve gearing for steam engines, and is a continuation in part of my copending application Serial No. 490,071, filed June 8, 1943, for Valve Gear for Steam Engines, and now abandoned.

An object of this invention is to provide a valve gear for a steam engine which is adaptable to units of multi-cylinder arrangements and which will give equal steam events at all cylinders at both high and low speed.

Another object of this invention is to provide an improved valve gear for a steam engine which will automatically vary the cutting off from a governor controlled by the fluid pressure or the fluid volume from a compressor or pump driven by the engine.

A further object of this invention is to provide an improved valve gear for a steam engine which will automatically control the cutoff from a centrifugal speed governor.

A further object of this invention is to provide an improved valve gear for steam engines having multiple cylinders which will adjust the cutoff to zero and shut the engine down in the event of failure of fluid pressure, such as failure of air or oil pressure.

A further object of this invention is to provide a valve gear for steam engines which are used to drive air compressors, the gear including an automatic speed control connected with the gear to regulate the cut-ofi in accordance with the air demand.

A further object of this invention is to provide in combination a steam engine, adjustable valve gear for the engine,'an air compressor coupled to and operated by the engine, and means active upon variation of air pressure generated by the compressor for adjusting the valve gear.

A further object of this invention is to provide in combination with an adjustable valve gear, a hydraulic operator for adjusting the gear, the operator being controlled or regulated by means of a plurality of control or regulator devices, each of which is independently operable but certain ones of said devices are so correlated with certain others of said devices as to limit the effectiveness of the latter.

A further object of this invention is to provide 'in combination with an adjustable valve gear, a

hydraulic operator for adjusting the gear, the operator being controlled or regulated b means of a plurality of control or regulator devices, certain ones of said devices being automatically operable, and each device being independently operable to a predetermined degree, with the operation of certain ones of said devices, beyond a pre- 9 Claims. (Cl. 121-162) determined degree of engine operation being limited by a correlated device, and with at least one of said devices being manually operated.

A further object of this invention is to provide in combination with an adjustable valve gear, a speed regulator connected with the valve gear, an automatic output regulator also connected with the valve gear, and a third automatic regulator correlated with the lubricating system, each regulator being independently operable, the third regulator being normally inactive when the lubricating pressure is normal, but being active upon failure of lubricatin pressure to thereby move the valve gear to cutofl position.

With the foregoing objects and others which may hereinafter appear, the invention consists of, the novel construction, combination and arrangement of parts as will be more specifically referred to and illustrated in the accompanying drawings, wherein are shown embodiments of the invention, but it is to be understood that changes, variations, and modifications may be resorted to which fall within the scope of the invention as claimed.

In the drawings:

Figure 1 is a vertical section partly broken away and in detail of a simple steam engine having mounted thereon a valve gear constructed according to an embodiment of this invention,

Figure 2 is a sectional View partly in detail taken on the line 2-2 of Figure 1,

Figure 3 is a vertical section partly broken away and in section showing the valve gear with the crank case and other housings removed,

Figure 4 is a sectional view taken on the line 4-4 of Figure 2,

Figure 5 is a sectional view taken on the line -55 of Figure 4,

Figure 6 is a fragmentary side elevation partly in section of the centrifugal regulator,

Figure '7 is a sectional view taken on the line 1-1 of Figure 2,

Figure 8 is a sectional view taken on the line 8-8 of Figure 2,

Figure 9 is a sectional view taken on the line 99 of Figure 3,

Figure 10 is a diagrammatic illustration of the movement of the valve gear operating levers upon failure of oil pressure,

Figure 11 is a diagrammatic view of a unit having a compressor and steam engine controlled according to this invention; and

Figure 12 is a section through the air pressure reduction valve of Figure 11.

The engine 20 is constructed of a series of units, each embodying a cylinder and a slide valve, and each unit has correlated therewith a valve gear constructed according to an embodiment of this invention, to be hereinafter described. The engine 20 has secured to one side thereof a crankcase or housing 4| which is disposed above the main crankcase. The crankcase 4| has rotatable therein a crank member 42 which is rotatable in bearings 43 carried by the crankcase 4!. The crankshaft 42 has secured to one end thereof a sprocket wheel 44, and a chain 45 is trained about the sprocket wheel 44 and is also trained about an idler sprocket 46. As shown in Figure '1, the idler sprocket 46 is mounted on a shaft 41 which is journalled through an adjustable bearing structure, generally designated as 48. Sprocket wheel 44 may be circumferentially adjusted relative to crankshaft 42 by means of adjusting bolts 4411 which engage through elonated slots 44b.

A sprocket 60 is also fixed on the shaft 41 and is adapted to have trained thereabout a driving chain 6| which is trained about a driving sprocket 62 mounted on the adjacent end of the main crankshaft 29a. In the present instance, the sprockets 44, 46 and 60 are double sprockets with pairs of chains trained thereabout and the adjustment of the idler sprocket support 48 will provide for adjustment of the driving and driven chains 6| and 45 respectively.

The crankshaft 42 has formed therewith, 01' secured thereto, an offset 63 which is disposed at an angle to the length of the crankshaft, one end of the offset 63 starting from the plane of the center of the crankshaft and offset laterally thereof, and the other end extending angularly outwardly for the desired distance in order to provide for the necessary reciprocal movement of a valve connecting rod 64.

The upper end of the connecting rod 64 is rockably connected to a vertically slidable crosshead 32 which is slidable in a vertical guide 33 carried by the housing 4|. The crosshead 32 also has secured thereto the lower end of a valve stem 3| which extends upwardly and outwardly from the guide 33 through a gland 10 and is connected to the valye 28.

In order to provide for maintaining the connection rod 64 against movement lengthwise of the crankshaft 42, I have provided at the lower end of each strap 69 a pair of adjustable tie members, generally designated as 19.

There are two of these tie members 19 for each strap 69 and the provision of the tie members provides a means whereby the lower end of the connecting rod 64 may be very closely adjusmd relative to the inclined ofiset 63 in order that the operation of the valve of one unit may be accurately adjusted to balance with the operation of the valve of one or more adjacent units.

The crankshaft 42, as shown in Figure 3, is formed with a plurality of detachable units which are adapted to be coupled together by a coupling structure, generally designated as I I.

In order to provide for endwise adjustment of the crankshaft 42 I have provided a cylinder |I3 which is disposed at one end of the crank case 4|. The cylinder II3 has slidable therein a piston II4 which is mounted on a reduced stud II5 by means of fastening bolts II6 (Fig. 5). The stud H5 is formed at one end of one of the crankshaft members 42 and the crankshaft 42 is rotatable in a bearing structure, generally designated as II 1. The bearing structure H1 includes a bearing housing II8 having disposed therein opposed roller bearing members H9 and I20. A plate I2I is secured by fastening members I22 to the outer end of the housing H8 and retains the bearing members H9 and I within the housing H8. The piston H4 is formed with a hub I23 which is adapted to abut against the inner bearing II9 when the piston II4 moves to the left. The movement of the piston I I4 to the right is limited by means of a shoulder I24 (Fig. 2) carried by the crankshaft 42 and which is adapted to abut against a sleeve I 25 disposed within the two bearings H9 and I20. The sleeve I25 is formed with an annular flange I26 abutting against the inner race of the bearing I20.

A pressure chest I21 is disposed above the cylinder H3 and is provided with an intake port I28 which is adapted to be connected to a source of fluid pressure and, in the present instance, is preferably connected to an oil pressure line, the oil under pressure being discharged into the chamber I29 within the chest I21. The chest I21 is formed with an outlet port I30 in the lower wall I3I thereof, and the outlet port I 30 communicates with a port I32 which is formed in a valve sleeve I 33. The valve sleeve I 33 is mounted in an intermediate housing I34 and is formed at its outer end with a flange I35 abutting against the outer end of the housing I34. A slidable valve block I36 is mounted within the sleeve I33 and is formed with a pair of pistons I31 and I38.

The intermediate housing I34 is formed with an annular chamber I39 communicating with the outlet port I30 and is also formed with a pair oi annular chambers I40 and HI which communicate with pairs of diametrically opposed ports I42 and 243, respectively, formed in the sleeve I33. The port I42 communicates with a port I44 which also communicates with the interior of the cylinder I I3, and the port I43 communicates with a port I45, the latter port communicating with the interior of the cylinder I I3 on the side of the piston I I4 opposite from the port I44.

A reduced diameter shaft I46 is slidable through the head I41 of the cylinder H3 and is formed at its inner end with a flange I48 which is seated in a recess I4I formed in the outer side of the piston H4. The fastening members II6 securing the piston I I4 to the stud I I5 also secure the flange I48 in the socket or recess I49. A rock lever I50 is formed at its lower end with a fork I5I (Fig. 4) having a U-shaped block I52 secured between the arms of the fork I5I. The U-shaped block I52 engages the groove I53 (Fig. 5) of a grooved member I54 which is secured by fastening means I55 to the outer end of the reduced shaft or extension I 46. The upper end of the lever or link I50 is also formed with a fork I56 which is rockably mounted on a pair of trunnions I51 carried by a slide member I58.

The slide member I58 includes a shaft I58 which is slidable in a cylindrical bearing I60 which i secured by fastening members I6I to a housing, generally designated as I62. The housing I62 extends upwardly from the housing or crank case 4|. The slide member I 58 is constantly urged to the right, as viewed in Figure 6, by means of a spring I63 which is disposed about the guide I60 and bears at one end against a flanged collar I64 abutting against the tensioning bolts I65 which are threaded through a flanged head I66 formed integral with the outer end of the guide member I60. The inner end of the spring I63 also bears against a flanged collar I61 abutting against the adjacent end of the slide member I58. The opposite end of the slide member I58 has formed integral therewith a cylindrical valve member I68 which is slidable on a stationary piston or guide I69. The piston or guide I69 is carried by a head or plate I19 secured to the outer wall I1I of the housing I62. The head I1!) is formed with a vertically disposed oil duct or passage I 12 which communicates with a horizontal passage I13. The horizontal passage I13 opens into the inner end'portion of the cylindrical sleeve or valve member I68.

A threaded duct restricting member I14 is threaded into the head I19 at the meeting point of the two ducts I12 and I13 so that the amount of liquid entering the chamber I15 inwardly from the inner end of the stationary piston I69 may be regulated at the desired degree. The sleeve member or valve I68 is formed with an exhaust port I16 which communicates with the interior of the housing I62, and the interior of the housing I62 communicates with an end housing I11 having a removable plate I18. The horizontal adjustment of the slide member I58 regulates the position of the pivot members I51 for the lever I59 and also controls the operation of the valve member I 36. 7

The valve member I39 has a valve stem I19 extending therefrom and a link I89 is pivotally connected at one end by means of a connector I8I to the outer end of the stem I19. The opposite end of the link I89 is pivotally connected to a depending valve operating lever I82. The lever I 82 i rockably mounted on a pivot member I83 carried by the lever I59 below the pivot I51. The lever I82 is formed with an extension I84 extending above the pivot I83 which is pivotally secured at its upper end to a link I85. The link I85 is secured to the depending arm I86 of a bell crank I81. The bell crank I81 is pivotally mounted on a pivot member I88 carried by a supporting boss I89. The bell crank I81 has the opposite leg or side I99 thereof connected to the lower end of a diaphragm operated rod I9I. The rod I9I extends upwardly through the top wall I92 of housing I62 and extends into an air pressure regulating device, generally designated as I93. The regulating device I93, shown in Figure 3, includes a housing I94 having disposed therein a diaphragm I95. The'upper end of the rod I9I has mounted thereon a cap I96, and-a spring I91 is interposed between the'cap I96 and the bottom wall of the'housing I94. The

spring I91 is adapted to constantly maintain the upper end of the rod I9I in contact with the lower side of the diaphragm I95. Air pressure is admitted to the upper side of the diaphragm I95 through an air pressure pipe I98 which is connected to a source of air pressure supply,

such as a compressor or the like which is independent of the compressor operated by the engine herein described and is termed the master control.

The diaphragm I95 which is moved upwardly by means of the spring I91 is forced downwardly against the tension of spring I91 by air pressure from pipe I98 on the upper side of diaphragm I95. Pipe I88 is connected to an air pressure tank 3I8 (Fig. 11) and an air pump 3II is connected to the pressure tank 3I9 by means of a pipe 3I2. The pump 3| I is operated by means of a prime mover 3 I 3 having the shaft 3I4 thereof connected to the pump shaft. Thepump and power member herein disclosed are of conventional construction.

The pipe I98 between the tank 3I8 and the operator I93 has interposed therein a three-way valve 3I5 and a pressure gauge M6 is also interposed in the pipe I98 between valve 3I5 and pressure tank 3I9.

A diaphragm operated valve 3I1 is interposed in pipe '398 between gauge 3I6 and 3H] and is formed as shown in Figure 12 of housing 3I8 having a diaphragm 3 I9 secured thereto and connected to a valve stem 329. A spring 32I disposed about the stem 328 is adapted to urge the diaphragm 3I9 and the valve on the stem 329 to open position. The housing 3I8 includes a pressure chamber 322 on the outer side of the diaphragm 3I9, and a pipe 323 communicates chamber 322 with the service pipe 324 which is connected to the compressor manifold 325. The compressor manifold is connected by means of connecting pipes 326 to compressors 321. As shown in Figure 11, there are three compressors 321 which are connected to the common manifold 325.

When pressure increases in manifold 325 and the service pipe 324 due to decrease in demand forthe gas or other fluid compressed by the compressors, this increased pressure will be communicated by pipe 323 to diaphragm chamber 322, thereby flexing diaphragm 3I9 inwardly and causing a reduction in the air pressure being communicated by pipe I99 from pressure tank 3I9 to diaphragm I of the valve gear operator. In the event the gas or fluid pressure in service line 324 should be reduced by increased consumption of the gas or fluid, pipe 323 will communicate the reduced fluid pressure to diaphragm chamber 322 of regulating member 3I1 and spring pressed by the compressors 321.

In order to provide 'for the manual operation or regulation of the valve gear operator I93 I have provided a shunt pipe 328 which is connected atone end to air'pressure tank 3I9 and is connected at the other end to three-way valve 3I5. A'pressure gauge 329 is interposed in pipe 328 between tank 3I8- and valve 3I5, and a manual cutoff valve 339 is also interposed in pipe 328 between gauge 329 and tank 3 I 9.

In the'use and operation of the control means when the engine is initially started operation valve 3I5 is turned so as to communicate operator I93 with tank 3") through pipe I98 and pipe 328. Valve 339 is then adjusted to provide for 'thedesired valve gear adjustment through valve gear operator I93. After the engine has started its operation and has picked up sufficient speed,

valve 3I5may be turned so as to communicate operator I93 with tank 3I9 through pipe I98 and indirect regulator or reducing valve 3I1.

In the event that the demand for gas or other fluid pressure compressed by the'compressors 321 increases, resulting in a decrease of gas or fluid pressure in service line 324 and manifold 325, this decreased pressure Will be communicated to chamber 322, and spring 32I will thereupon flex diaphragm 3I9 outwardly and adjust the reducing valve structure 3I1 so as to provide for increased air pressure from tank 3I9 to operator I93. This increased pressure on the upper side of diaphragm I95 will move valve gear adjusting rod I9I inwardly and inward movement of rod I9I will effect adjustment of the valve gear mechanism to provide for increased speed in the engine and similarly increased speed in the compressors.

The endwise position of the crankshaft 42 is also controlled by means of a centrifugal governor I99 (Fig. 3). The governor I99 is of conventional construction and includes a rotatable shaft 200 having secured to the lower end thereof a worm 20I which meshes with a worm gear 202 (see Figure 2) carried by a gear shaft 203 rotatable in a bearing 204. The shaft 203 has fixed thereon a spur gear 205 meshing with a spur gear 206 which is fixed to the crankshaft 42. The gear 205 is elongated so that the gear 206 will be in a constant mesh with the gear 205 in any adjusted position of the crankshaft 42.

The governor I99 includes a rockable regulating arm 201 mounted on a pivot 208 (Figure 6). This arm 201 also has fixed relative thereto an angularly disposed arm 209 with which one end of a sprin 2I0 is connected. The spring 2I0 has the opposite end thereof connected to a spring tensioning member 2I I which is threaded through a lug 2I2 carried by the lower portion of the governor I99. A block 2I3 is pivotally mounted on a pivot member 2I4 carried by the arm 201 and one end of an elongated regulating rod 2I5 is mounted in the block 2I3 and is disposed at a right angle to the axis of the pivot member 2I4. The rod 2I5 is threaded through a block 2I6 which is pivotally mounted as at 2I1 on the upper end of a lever 2I8 (Figs. 4 and 5). The lever 2! is secured to the outer end of a rock shaft 2I9 which is rockably mounted in a bearing 220. The rock shaft 2I9 has keyed thereto a shifting fork 22I. The arms of the fork 22I pivotally engage trunnions 222 which are carried by a cylindrical valve 223. slidably engages the outer side of the cylindrical valve I68 and during the normal running of the engine the sleeve valve 223 is adapted to close the exhaust port I16. The rod 2I5 has threaded thereon adjusting nuts 224 and 225 which engage on opposite sides of the block 2I6 and the terminal end of the rod 2I5 has secured thereto a hand crank 226. The hand crank 225 is provided so that the operation of the sleeve 223 may be manually regulated or operated without operation of the governor I99.

In Figure 5 there is shown in dot and dash lines an alternate position for the air controlling rod I9I. In this position the rod I9I is rearwardly from the full line position and the bell crank I90 is turned around 180 so that the leg I90 will extend to the right, as viewed in Figure 5. In this position of the controlling rod I9I, in the event of air failure which in the full line position would reduce the cut-off and shut down the machine, the controlling rod I9I would in the dot and dash position advance the cut-off and speed up the engine which would then be regulated by the overspeed control or centrifugal governor I99.

Procedure for starting engine. First operation. Start up the oil pump and establish the oil supply through the main pilot valve and the oil failure control cylinder. The next operation is to apply manually on top of the diaphragm of the air control element sufficient air pressure, about twenty pounds, to depress the diaphragm and spring, and move the valve control piston automatically by oil pressure to the right a sufficient amount for long starting cut-oil.

The valve 223 r The throttle is then opened slightly, after opening all the cylinders traps and steam line, and the machine is turned over slowly, possibly 50 R. P. M., for circulating the steam through the cylinders for warming up and also draining all water. At this low speed, the over-speed centrifugal governor I99 will be wide open, or against the stop, the spring tension on the adjusting screw being far greater than the centrifugal force. This position of the centrifugal governor, that is with the arm 209 in its lowermost position (Figure 6) is the normal operating position of that governor, which at all speeds below 350 R. P. M. merely acts as a positioning lever for the hand control rod 2I5 and the sleeve valve 223. The oil pressure supplied from the oil pump through passage I12 will move slide I58 slightly to the left, against the pressure of spring I63, until the leakage of oil through port I16 reduces the oil pressure sufficiently to balance the spring tension. The amount of this leakage is governed by adjusting screw I14, choking the oil in passage I13. This adjustment then fixes the position of slide I58 and pivot I51 for normal operating conditions on the pressure control diaphragm regulator I93, as long as sleeve 223' is held in a fixed position by the spring loaded over-speed governor I99, and with a more or less constant oil pressure in chamber I15.

After the machine is thoroughly warmed up and ready to go on the line, the spring loaded air pressure regulating device I93 is switched on automatic or master control, by rotating the three way valve 3I5 to place the line I98 in communication with the air pressure tank 3I0 through the reducing valve 3I1 which will then automatically adjust the cutoff, so that the throttle can be opened wide and full pressure applied to the machine, and the unit is then under normal automatic control by cutoff. The reducing valv 3I1 regulates the pressure on the diaphragm I of the air pressure regulating device in accordance with the air demand, the air pressure increasing with increased demand.

The normal functioning of the machine on cutoil control from the regulator I93 is as follows:

Assume that the speed of the machine is balanced against the demand of the gas being compressed, the machine will then run at constant speed on a constant cutoff, and the spring I91 just balancing the air pressure on diaphragm I95. Then assume that the demand for compressed gas decreases, this will increase the pressure in chamber 322 of the reduction valve 3I1 causing the valve to decrease the flow of compressed air from the tank 3| 0 to the regulator I93, the air pressure on diaphragm I95 will drop slightly causing the diaphragm and rod I9I to rise slightly. Since pivot I51 is held stationary, lever I82 will move valve I36 slightly to the right, establishing communication between chamber I29 and cylinder I I3 on the right side of piston I I4, and opening the left side of cylinder II3 through port I42 and the open left end of sleeve I33, to housing H.

The fluid pressure on the right side of piston II4 will cause valve gear crankshaft 42 to move to the left or to a reduced cutoff position. This will also cause lever I50 to move to the left, carrying pivot I83 with it, which will swing lever I82 to the left until valve I36 again closes ports I43 and I42, hydraulically locking piston I I4 from further movement and fixing the cutoff momentarily at a reduced value. If this cutoff is still too great to balance the reduced compressor gas demand, the diaphragm will be further depressed and the operation repeated until the cutoff reaches a value which will balance the'compressed gas demand;

Conversely, if the compressed gas demand increases the air pressure on diaphragm I95 will increase, lowering rod I9I and moving valve I36 to the left, establishing communication between chamber I29 and the left side of piston H4 and relieving oil pressure on the right side through port I43 and the right open end of bushing I33. This will move the valve gear cranks 42 to the right, increasing the cutoff and speeding up the machine and will move lever I58 to the right and move valve I36 to the right, again closing ports I42 and I43 and again hydraulic-ally locking piston I14.

Thus, the compressed gas demand is always balanced by increasing or decreasing the steam cutoff, thereby increasing or decreasing, respectively, the speed and supply of compressed gas automatically and independently of the other controls which remain stationary under this normal operating condition.

Assume, now, that a temporary demand on the machine exceeds the capacity of the machine, causing the air pressure on the top of the diaphragm to be automatically increased by the automatic control to bring the valve gear into maximum cutoff position; this will cause the speed to increase up to 350 R. P. M., which is the maximum speed of this particular machine. The spring tension on the over-speed governor is adjusted so that at this maximum speed the centrifugal force of the fly balls overcomes the spring tension, raising the lever 289 to thereby move the sleeve valve 223 to the right, opening port I18 and permitting the oil pressure in the cylinder I68 to be reduced, the oil flowing out of port I18.

At this instant spring I63 will move slide I58 to the right and valve I36 will move to the right, thereby establishing communication between chamber I29 and cylinder II3 on the right side of piston II4. Fluid pressure on the right side of piston I I4 will cause valve gear crankshaft 42 to move to the left, or to reduced cutoff position. The reduced cutoff position of crankshaft 42 will reduce the engine speed and again return the valve I36, closing the ports I42 and I43 in similar manner to that described above.

During this operation the diaphragm remains I constantly in extreme lowermost position, since the demand is more than the capacity of the machine at its maximum speed. It remains in this position because the demand will not be satisfied and thus holds rod I9I down the link I85 to the right in a fixed position, and lever I82 is then actuated by movement of slide I58 with pivots I51 and I83. The operation of valve I36 and piston H4 is then repeated as described above under pressure regulation, but in this case is controlled by the centrifugal governor moving sleeve 223 to the right or the left, as the speed increases or decreases, respectively.

The tension of spring I63 and the oil pressure in chamber I15 wil cause slide I58 to follow the sleeve by opening or closing port I16. Thus, the speed is controlled at the maximum of 350 R. P. M. for which the spring 2I8 is adjusted whenever the demand exceeds the maximum supply. This also furnishes a constant speed control below the maximum speed, if desired, by adjusting the tension on spring 2 III to the speed desired and holding the air diaphragm I95 in a fixed position, either extreme downward position with full air pressure on the diaphragm, or extreme upward 10 position with the air shut ofi. In either position the cutoff control will operate as described above from the centrifugal governor at a constant speed for which the tension on spring 2 I 8- is adjusted.

If it is desired to manually control the speed by manual cutoff, below the speed forwhich the tension on spring 2I0 is set (and in which case arm 289 will remain in afixedv position) and with the diaphragm in a fixed position, either extreme upward or downward, this is accomplished by the hand wheel 226 moving block 2I6 to the right or to the left, which will move sleeve 223 to the left or .the right, respectively, positioning the valve cranks42 in a corresponding position and giving the machine a fixed cutoff set by the hand Wheel. If, with such a manually set fixed cutoff, the demand increases, the pressure will fall, and the machine will speed up until the centrifugal governor again comes into operation at the maximum speed for which it is set.

In case the oil supply, which may be taken from the main oiling system of the machine, fails, then the pressure in chamber I15 will drop to a minimum and permit spring I63 to move slide I58 to the right, forcing the oil in chamber I15 back through the supply passage I12. Thus, the pivot I51 will move to the right until cylinder I68 stops against plate I10, reducing the cutoff to the minimum and shutting down the machine. This will function independently of sleeve 223 or the position of stem I9I and will shut down the machine regardless of either the speed governor or the pressure regulator or the hand control lever.

As pivot I51 moves to the right under the tension of spring I63,*1ever I82, being held at its upper end by links I and bell crank I81, will rock to the right at its lower end on pivot I83 moving valve plug I36 to the right and opening ports I44 and I45 to exhaust and intake ports I42 and I43 respectively. The chamber to the left of the valve control piston I I4 will then be opened to the exhaust port and the oil in that chamber wil not resist the inherent tendency of the shaft 42 to move to the left or the cut-off position because of the slant of the crank pins 63.

By providing a hydraulic operator for moving the valve gear crankshaft endwise, it is possible to provide various types of regulators or controls for effecting the desired engine operation which were not heretofore possible with other types of valvegear structures. The crankshafts 42 has been herein disclosed as terminating at one end in a plane co-planar with the axis of the crankshaft thereby providing an engine which will operate in only one direction. When it is desired to provide for the reverse operation of the engine, the offset 63 on the crankshaft may be extended in an opposite direction, as disclosed in my prior patent supra.

What I claim is:

1. In combination a steam engine comprising a cylinder, a piston-working in said cylinder, a main crankshaft, means connecting said main crankshaft with said piston, a sliding valve :correlated with said cylinder, and valve gear means connected with said sliding valve, 9, second cranking shaft having an offset, means supporting said second crankshaft for rotation and for endwise adjustment, means connecting the offset of. said second crankshaft with said sliding valve, a second sliding valve'for eifecting endwise movement of said second crankshaft, fluid pressure means for adjusting said second sliding valve endwise, centrifugal means for regulating the operation of said fluid pressure means, and spring amen 11 tensioned means correlated with said fluid pressure means effecting endwi'se shifting of said second sliding valve to a speed reducing position upon failure of fluid pressure.

2. In combination a steam engine including a movable operating valve, valve gear connected with said valve, fluid pressure means for adjusting said valve gear, centrifugally controlled means connected with said valve gear for regulating the movement of said valve, oil pressure means for regulating the movement of said valve, and normally inactive spring pressed meansconnected with said first means for automatically adjusting said valve gear to a speed reducing position upon failure of oil pressure.

3. In a steam engine, a reciprocal operating valve, liquid pressure means connected with said valve for regulating the reciprocal movement of said valve, a centrifugal regulator for said means, and air pressure operated means also connected with said first means, said air pressure operated means including normally inactive spring means for effecting reduction of valve movement upon reduction of air pressure, said liquid pressure means also including normally inactive spring means for effecting reduction of valve movement upon reduction of liquid pressure.

4. In a steam engine, in combination, a reciprocal operating valve, means for reciprocating said valve, said means including means for varying the movement of said valve, a centrifugal regulator connected to said latter means, spring means connected with said first means for urging said first means to a position reducing the reciprocal movement of said valve, and fluid pressure operated means for normally holding said spring means inactive;

5. In combination a steam engine having a reciprocal operating valve, valve gear connected with said valve, means for adjusting said valve gear to vary the reciprocation of said operat' ing valve, means regulating the operation of said adjusting means in accordance with the speed of said engine, spring-pressed means connected to said regulating means constantly urging the latter to a position reducing the valve reciprocation, oil pressure means connected to said spring-pressed means and to said engine for effectively holding said spring-pressed means inactive, said spring pressed means upon failure of oil pressure effecting regulation of the adjustment of said valve gear in a direction to reduce engine speed, a second spring-pressed means also connected to said adjusting means constantly urging the latter to a position to vary the reciprocation of said valve, and air pressure means correlated with said second springpressed means for normally holding the latter inoperative.

6. In a steam engine having a reciprocal sliding valve, valve gear for varying the reciprocal movement of said valve, said valve gear comprising a crankshaft having an angularly inclined offset, means slidable on said offset connecting said crankshaft with said valve, a cylinder at one end of said crankshaft, a piston fixed to said crankshaft and slidable in said cylinder, a valve housing fixed to and communieating with said cylinder, a valve member slidable in said housing, a slide member above said housing, supporting means for said slide member, a lever pivotally secured at one end to said slide member, means connecting the other end of said lever with said crankshaft, a second lever pivotally secured intermediate the ends thereof to said first lever below the pivotal mounting of the latter, means connecting one end of said second lever to said valve member, fluid pressure regulating means connected with the other end of said second lever for rocking the latter to thereby effect movement of said second valve and admit fluid pressure on one side of said piston, a spring constantly urging said slide member in one direction, pressure operated means for normally holding said slide member against movement by said spring, and centrifugally operated valve means correlated with said pressure operated means for regulating the effectiveness of said pressure operated means.

'7. In a steam engine having a reciprocal sliding valve, valve gear for varying the reciprocal movement of said valve, said valve gear comprising a crankshaft having an angularly inclined offset, means slidable on said offset connecting said crankshaft with said valve, a cylinder at one end of said crankshaft, a piston fixed to said crankshaft and slidable in said cylinder, a valve housing fixed to and communicating with said cylinder, a valve member slidable in said housing, a slide member above said housing, supporting means for said slide member, a lever pivotally secured at one end to said slide member, means connecting the other end of said lever with said crankshaft, a second lever pivotally secured intermediate the ends thereof to said first lever below the pivotal mounting of the latter, means connecting one end of said second lever to said valve member, fluid pressure regulating means connected with the other end of said second lever for rocking the latter to thereby effect movement of said second valve and admit fiuid pressure on one side of said piston, a spring constantly urging said slide member in one direction, pressure operated means for normally holding said slide member against movement by said spring, a cylindrical regulating valve for said pressure operated means, and a centrifugal operator connected to said regulating valve.

8. In a steam engine having a reciprocal sliding valve, valve gear for varying the reciprocal movement of said valve, said valve gear comprising a crankshaft having an angularly inclined offset, means slidable on said offset connecting said crankshaft with said valve, a cylinder at one end of said crankshaft, a piston fixed to said crankshaft and slidable in said cylinder, a valve housing fixed to and communicating with said cylinder, a valve member slidable in said housing, a slide member above said housing, supporting means for said slide member, a lever pivotally secured at one end to said slide member, means connecting the other end of said lever with said crankshaft, a second lever pivotally secured intermediate the ends thereof to said first lever below the pivotal mounting of the latter, means connecting one end of said second lever to said valve member, fluid pressure regulating means connected with the other end of said second lever for rocking the latter to thereby effect movement of said second valve and admit fluid pressure on one side of said piston, a spring constantly urging said slide member in one direction, a stationary piston coaxial With said slide member, a cylinder fixed to said slide member slidably engaging said stationary piston and having a port therein, said stationary piston having a fluid passage thereinope'ning into 'saidlatter cylinder whereby fluid under pressure may be discharged into said cylinder to move said slide member against the tension of said spring, a sleeve valve slidable on said latter cylinder and adapted to close said port to thereby retain fluid pressure in said lat ter cylinder, and centrifugal means for regulating the position of said sleeve valve.

9. In a steam engine, a reciprocal operating valve, liquid pressure means connected with said valve for regulating the reciprocal movement of said valve, a centrifugal regulator for said means, and air pressure operated means also connected with said first means, said air pressure operated means including normally inactive spring means for effecting reduction of valve movement upon variation of air pressure, said liquid pressure means also including normally inactive spring means for effecting reduction of valve movement upon reduction of liquid pressure.

HERMAN GUNDERT MUELLER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

